Lane change timing indicator

ABSTRACT

The disclosure includes embodiments of a lane change timing indicator for a connected vehicle. In some embodiments, a method includes determining a time and a path for an ego vehicle to change lanes. In some embodiments, the method includes displaying, on an electronic display device of the ego vehicle, one or more graphics that depict the time and the path.

BACKGROUND

The specification relates to a lane change timing indicator for aconnected vehicle.

A report from the U.S. department of Transportation says that 9% of allpolice-reported vehicle accidents involve lane change events. Oneproblem with changing lanes is that it can be difficult for a driver ofan “ego vehicle” to judge the right time to change lanes if otherdrivers are traveling at speeds that are very different from the speedof the ego vehicle.

SUMMARY

Described herein are embodiments of a lane change timing systeminstalled in a connected vehicle referred to herein as an “ego vehicle.”In some embodiments, the lane change timing system includes softwareinstalled in an Electronic Control Unit (ECU) or some other onboardvehicle computer of the ego vehicle. In some embodiments, the lanechange timing system is a new type of Advance Driver Assistance System(“ADAS”) that helps a driver of the ego vehicle to manually change lanesat an optimum time based on the behavior of nearby vehicles (i.e.,“perimeter vehicles”), the state of the driver's ego vehicle (e.g., itsspeed, acceleration, heading, etc.) and the preferences of the driver.

In some embodiments, the lane change timing system monitors for lanechange events which are indicated when the driver turns on the turningsignal system of the ego vehicle. When the turning signal system isturned on, the lane change timing system begins providing itsfunctionality by determining which direction the driver wants to go tochange lane based on whether the left or right turning signal system isturned on. The lane change timing system analyzes sensor data describingthe behavior of the perimeter vehicles, as well as the state of the egovehicle, to determine an optimum time for the driver to start changinglanes in the direction indicated by the turning signal system.

In some embodiments, the sensor data is received by the lane changetiming system in one or more of the following ways: (1) it is recordedby the onboard sensors of the ego vehicle; and (2) it is received viawireless Vehicle-to-Vehicle (V2V) messages received from the perimetervehicles or wireless Vehicle-to-Infrastructure (V2I) messages receivedfrom a Roadside Unit (RSU). In some embodiments, these wireless messagesare referred to as Vehicle-to-Anything (V2X) messages as this termencompasses both V2V and V2I communications, and either or both of V2Vand V2I communications are suitable for use by the embodiments describedherein.

In some embodiments, the lane change timing system generates andprovides visual feedback that informs the driver about the optimum timeto change lanes. The visual feedback is provided by one or more of thefollowing: a Heads-Up Display unit (HUD); and an electronic displayinstalled in the side mirror of the ego vehicle. In some embodiments,the visual feedback includes one or more of the following types ofinformation for the driver: (1) an optimum time to being changing lanesto the lane indicated by the activated turning signal system; and (2) apath that the driver should take to complete the lane change. In someembodiments, the path describes a path of travel from a current lane toa target lane. In some embodiments, the lane change timing system alsohelps the driver to avoid a collision.

Although the embodiments of the lane change timing system are discussedhere in relation to lane changing, the functionality provided by thelane change timing system can be extended to other driving scenariossuch as merging according to other embodiments.

A system of one or more computers can be configured to performparticular operations or actions by virtue of having software, firmware,hardware, or a combination of them installed on the system that inoperation causes or cause the system to perform the actions. One or morecomputer programs can be configured to perform particular operations oractions by virtue of including instructions that, when executed by dataprocessing apparatus, cause the apparatus to perform the actions.

One general aspect includes a method including: determining a time and apath for an ego vehicle to change lanes; and displaying, on anelectronic display device of the ego vehicle, one or more graphics thatdepict the time and the path. Other embodiments of this aspect includecorresponding computer systems, apparatus, and computer programsrecorded on one or more computer storage devices, each configured toperform the actions of the methods.

Implementations may include one or more of the following features. Themethod where time and the path are determined by an onboard vehiclecomputer system of the ego vehicle. The method where the time and thepath are determined based on ego vehicle information that describes theego vehicle and perimeter vehicle information that describes one or moreperimeter vehicles. The method where the path includes instructions tomove from a current lane to a target lane and the one or more perimetervehicles are traveling in the target lane. The method where theinstructions are graphical instructions. The method where the time andthe path are determined based on one or more of the following: relativelocations of the ego vehicle and the one or more perimeter vehicles;relative velocities of the ego vehicle and the one or more perimetervehicles; relative headings of the ego vehicle and the one or moreperimeter vehicles; and relative path histories of the ego vehicle andthe one or more perimeter vehicles. The method where the electronicdisplay device is selected from a group that includes: an electronicdisplay installed in a side mirror of the ego vehicle; a HUD installedin a windshield of the ego vehicle; and a Three-Dimensional Heads-UpDisplay unit (3D-HUD) installed in the windshield of the ego vehicle.The method where the method is triggered by an activation of a turningsignal of the ego vehicle. The method where the turning signal indicatesa target lane for the path. Implementations of the described techniquesmay include hardware, a method or process, or computer software on acomputer-accessible medium.

One general aspect includes a system of an ego vehicle including: anelectronic display device; a non-transitory memory; a processorcommunicatively coupled to the electronic display device and thenon-transitory memory, where the non-transitory memory stores computercode that is operable, when executed by the processor, to cause theprocessor to: determine, by the processor, a time and a path for an egovehicle to change lanes; display, on the electronic display device, oneor more graphics that depict the time and the path. Other embodiments ofthis aspect include corresponding computer systems, apparatus, andcomputer programs recorded on one or more computer storage devices, eachconfigured to perform the actions of the methods.

Implementations may include one or more of the following features. Thesystem where the time and the path are determined based on ego vehicleinformation that describes the ego vehicle and perimeter vehicleinformation that describes one or more perimeter vehicles. The systemwhere the path includes instructions to move from a current lane to atarget lane and the one or more perimeter vehicles are traveling in thetarget lane. The system where the time and the path are determined basedon one or more of the following: relative locations of the ego vehicleand the one or more perimeter vehicles; relative velocities of the egovehicle and the one or more perimeter vehicles; relative headings of theego vehicle and the one or more perimeter vehicles; and relative pathhistories of the ego vehicle and the one or more perimeter vehicles. Thesystem where the electronic display device is selected from a group thatincludes: an electronic display installed in a side mirror of the egovehicle; a HUD installed in a windshield of the ego vehicle; and a3D-HUD installed in the windshield of the ego vehicle. The system wherethe computer code is further operable, when executed by the processor,to monitor for an activation of a turning signal of the ego vehicle.Implementations of the described techniques may include hardware, amethod or process, or computer software on a computer-accessible medium.

One general aspect includes a computer program product of an ego vehicleincluding instructions that, when executed by one or more processors ofthe ego vehicle, cause the one or more processors to perform operationsincluding: determining a time and a path for an ego vehicle to changelanes; and displaying, on an electronic display device of the egovehicle, one or more graphics that depict the time and the path. Otherembodiments of this aspect include corresponding computer systems,apparatus, and computer programs recorded on one or more computerstorage devices, each configured to perform the actions of the methods.

Implementations may include one or more of the following features. Thecomputer program product where the time and the path are determinedbased on ego vehicle information that describes the ego vehicle andperimeter vehicle information that describes one or more perimetervehicles. The computer program product where the path includesinstructions to move from a current lane to a target lane and the one ormore perimeter vehicles are traveling in the target lane. The computerprogram product where the time and the path are determined based on oneor more of the following: relative locations of the ego vehicle and theone or more perimeter vehicles; relative velocities of the ego vehicleand the one or more perimeter vehicles; relative headings of the egovehicle and the one or more perimeter vehicles; and relative pathhistories of the ego vehicle and the one or more perimeter vehicles. Thecomputer program product where the electronic display device is selectedfrom a group that includes: an electronic display installed in a sidemirror of the ego vehicle; a HUD installed in a windshield of the egovehicle; and a 3D-HUD installed in the windshield of the ego vehicle.The computer program product where the operations further includemonitoring for an activation of a turning signal of the ego vehicle.Implementations of the described techniques may include hardware, amethod or process, or computer software on a computer-accessible medium.

Drivers sometimes struggle to know when it is safe to change lanes. Forexample, it can be hard to judge how fast perimeter vehicle aretraveling in the target lane, and whether it is safe to attempt tochange lanes. It can also be difficult for some drivers to discern apath to travel to complete the lane change. In some embodiments, thelane change timing indicator improves the performance of the ego vehicleby providing increased functionality to the ego vehicle that: determinesan optimum time to change lanes and a path to travel to complete thelane change; and displays graphical information that informs the driverof the optimum time and the path. In some embodiments, the electronicdisplays that display the graphical information are situated in the egovehicle so that they are in natural positions that a driver would lookto when they are attempting to change lanes. For example, it is naturalfor a driver to look in the corner of their front windshield or theirside view mirror when attempting to change lanes. In some embodiments,the lane change timing system is a new ADAS system that helps drivers tobetter judge when it is safe to change lanes. Our research indicatesthat the lane change timing system will help the driver and the egovehicle avoid collisions because the lane change timing system improvesthe performance of the ego vehicle by informing the driver of the egovehicle about the optimum time to change lanes and the path to travelwhen changing lanes.

BRIEF DESCRIPTION OF THE DRAWINGS

The disclosure is illustrated by way of example, and not by way oflimitation in the figures of the accompanying drawings in which likereference numerals are used to refer to similar elements.

FIG. 1A is a block diagram illustrating an operating environment for alane change timing system according to some embodiments.

FIG. 1B is a block diagram illustrating graphics provided by the lanechange timing system on a HUD according to some embodiments.

FIG. 1C is a block diagram illustrating graphics provided by the lanechange timing system on an electronic display of a side mirror accordingto some embodiments.

FIG. 2 is a block diagram illustrating an example computer systemincluding the lane change timing system according to some embodiments.

FIG. 3 depicts a method for providing lane change timing assistance fora connected vehicle according to some embodiments.

FIGS. 4 and 5 are block diagrams illustrating an example of Basic SafetyMessage (BSM) data according to some embodiments.

FIG. 6 is a block diagram of a 3D-HUD according to some embodiments.

FIG. 7 is a block diagram illustrating an example set of use cases forthe lane change timing system according to some embodiments.

FIG. 8 depicts a method for providing lane change timing assistance fora connected vehicle according to some embodiments.

DETAILED DESCRIPTION

Connected vehicles have access to many different radio types such as thefollowing: Dedicated Short-Range Communication (DSRC); Long-TermEvolution (LTE); wireless fidelity (WiFi); and millimeter wave (mmWave).Connected vehicles wirelessly communicate with other vehicles viaVehicle-to-Vehicle (V2V) communication. Connected vehicles wirelesslycommunicate with roadway infrastructure, such as Roadside Units (“RSU”if singular, “RSUs” if plural) via Vehicle-to-Infrastructurecommunication. Vehicle-to-Anything (V2X) communication is a term thatencompasses both V2V communication and V2I communication, collectivelyor individually.

Embodiments of a lane change timing system are described. Examples ofV2X communication that are compatible with the lane change timing systeminclude one or more of the following types of wireless V2Xcommunication: DSRC; LTE; mmWave; 3G; 4G; 5G; LTE-Vehicle-to-Anything(LTE-V2X); LTE-Vehicle-to-Vehicle (LTE-V2V); LTE-Device-to-Device(LTE-D2D); 5G-V2X; Intelligent Transportation System-G5 (ITS-G5);ITS-Connect; Voice over LTE (VoLTE); and any derivative or fork of oneor more of the V2X communication protocols listed here.

In some embodiments, the connected vehicles that includes the lanechange timing system are DSRC-equipped vehicles. A DSRC-equipped vehicleis a vehicle which: (1) includes a DSRC radio; (2) includes aDSRC-compliant Global Positioning System (GPS) unit; and (3) is operableto lawfully send and receive DSRC messages in a jurisdiction where theDSRC-equipped vehicle is located. A DSRC radio is hardware that includesa DSRC receiver and a DSRC transmitter. The DSRC radio is operable towirelessly send and receive DSRC messages. A DSRC-compliant GPS unit isoperable to provide positional information for a vehicle (or some otherDSRC-equipped device that includes the DSRC-compliant GPS unit) that haslane-level accuracy. The DSRC-compliant GPS unit is described in moredetail below

A “DSRC-equipped” device is a processor-based device that includes aDSRC radio, a DSRC-compliant GPS unit and is operable to lawfully sendand receive DSRC messages in a jurisdiction where the DSRC-equippeddevice is located. Various endpoints may be DSRC-equipped devices,including, for example, a roadside unit (RSU), a smartphone, a tabletcomputer and any other processor-based computing device that includes aDSRC radio and is operable to lawfully send and receive DSRC messages asdescribed above.

In some embodiments, an RSU that is a DSRC-equipped device does notinclude a DSRC-compliant GPS unit, but does include a non-transitorymemory that stores digital data describing positional information forthe RSU having lane-level accuracy, and the DSRC radio or some othersystem of the RSU inserts a copy of this digital data in the BSM datathat is transmitted by the DSRC radio of the RSU. In this way, the RSUdoes not include a DSRC-compliant GPS unit but is still operable todistribute BSM data that satisfies the requirements for the DSRCstandard. The BSM data is described in more detail below with referenceto FIGS. 11 and 12 according to some embodiments.

A DSRC message is a wireless message that is specially configured to besent and received by highly mobile devices such as vehicles, and iscompliant with one or more of the following DSRC standards, includingany derivative or fork thereof: EN 12253:2004 Dedicated Short-RangeCommunication—Physical layer using microwave at 5.8 GHz (review); EN12795:2002 Dedicated Short-Range Communication (DSRC)—DSRC Data linklayer: Medium Access and Logical Link Control (review); EN 12834:2002Dedicated Short-Range Communication—Application layer (review); and EN13372:2004 Dedicated Short-Range Communication (DSRC)—DSRC profiles forRTTT applications (review); EN ISO 14906:2004 Electronic FeeCollection—Application interface.

In the United States, Europe, and Asia, DSRC messages are transmitted at5.9 GHz. In the United States, DSRC messages are allocated 75 MHz ofspectrum in the 5.9 GHz band. In Europe and Asia, DSRC messages areallocated 30 MHz of spectrum in the 5.9 GHz band. A wireless message,therefore, is not a DSRC message unless it operates in the 5.9 GHz band.A wireless message is also not a DSRC message unless it is transmittedby a DSRC transmitter of a DSRC radio.

Accordingly, a DSRC message is not any of the following: a WiFi message;a 3G message; a 4G message; an LTE message; a millimeter wavecommunication message; a Bluetooth message; a satellite communication;and a short-range radio message transmitted or broadcast by a key fob at315 MHz or 433.92 MHz. For example, in the United States, key fobs forremote keyless systems include a short-range radio transmitter whichoperates at 315 MHz, and transmissions or broadcasts from thisshort-range radio transmitter are not DSRC messages since, for example,such transmissions or broadcasts do not comply with any DSRC standard,are not transmitted by a DSRC transmitter of a DSRC radio and are nottransmitted at 5.9 GHz. In another example, in Europe and Asia, key fobsfor remote keyless systems include a short-range radio transmitter whichoperates at 433.92 MHz, and transmissions or broadcasts from thisshort-range radio transmitter are not DSRC messages for similar reasonsas those described above for remote keyless systems in the UnitedStates.

The wireless messages of key fobs made as a component of a remotekeyless entry system are not DSRC messages for additional reasons. Forexample, the payload for a DSRC message is also required to includedigital data describing a rich amount of vehicular data of various typesof data. In general, a DSRC message always includes, at a minimum, aunique identifier of the vehicle which transmits the DSRC message aswell as the GPS data for that vehicle. This amount of data requires alarger bandwidth than what is possible for other types of non-DSRCwireless messages. The wireless messages of key fobs as a component of aremote keyless entry system are not DSRC messages because they do notinclude a payload which is permissible under the DSRC standard. Forexample, a key fob merely transmits a wireless message including adigital key which is known to a vehicle which is paired with the keyfob; there is not sufficient bandwidth for other data to be included inthe payload because the bandwidth allocated for these transmissions isvery small. By comparison, DSRC messages are allocated large amounts ofbandwidth and are required to include a far richer amount of data,including, for example, a unique identifier and the GPS data for thevehicle which transmitted the DSRC message.

In some embodiments, a DSRC-equipped vehicle does not include aconventional global positioning system unit (“GPS unit”), and insteadincludes a DSRC-compliant GPS unit. A conventional GPS unit providespositional information that describes a position of the conventional GPSunit with an accuracy of plus or minus 10 meters of the actual positionof the conventional GPS unit. By comparison, a DSRC-compliant GPS unitprovides GPS data (e.g., the GPS data 192) that describes a position ofthe DSRC-compliant GPS unit with an accuracy of plus or minus 1.5 metersof the actual position of the DSRC-compliant GPS unit. This degree ofaccuracy is referred to as “lane-level accuracy” since, for example, alane of a roadway is generally about 3 meters wide, and an accuracy ofplus or minus 1.5 meters is sufficient to identify which lane a vehicleis traveling in on a roadway.

In some embodiments, a DSRC-compliant GPS unit is operable to identify,monitor and track its two-dimensional position within 1.5 meters of itsactual position 68% of the time under an open sky.

A report from the U.S. department of Transportation says that 9% of allpolice-reported vehicle accidents involve lane change events. Oneproblem with changing lanes is that it can be difficult for a driver ofan “ego vehicle” to judge the right time to change lanes if otherdrivers are traveling at speeds that are very different from the speedof the ego vehicle. For example, this situation frequently occurs atrush hour when a vehicle in the middle lane attempts to move to theexpress lane.

In some embodiments, the lane change timing system is a new type of ADASthat helps a driver of the ego vehicle to manually change lanes at anoptimum time based on one or more of the following: the behavior ofnearby vehicles (i.e., “perimeter vehicles”); the state of the driver'sego vehicle (e.g., its speed, acceleration, heading, etc.); and thepreferences of the driver.

In some embodiments, the lane change timing system provides the driverwith visual feedback (e.g., a graphic). A significant challenge is theproblem of how best to deliver visual information to the driver thatallows them to have more confidence when they are changing lanes. Thelane change timing system solves this problem, as well as others, bydelivering novel visual information to the driver using either a HUD ora small electronic display installed in the side mirror of the vehicle.FIGS. 1B and 1C depict examples of the visual feedback provided by lanechange timing system. FIG. 1B includes an example of a graphic 161displayed by a HUD and FIG. 1C includes an example of a graphic 162displayed by an electronic display of a side mirror. Note that bothgraphics 161, 162 include includes two types of information for thedriver: (1) an optimum time to being changing lanes to the laneindicated by the activated turning signal system; and (2) a path thatthe driver should take to affect the lane change.

Described herein are embodiments of a lane change timing systeminstalled in a connected vehicle referred to herein as an “ego vehicle.”In some embodiments, the lane change timing system includes softwareinstalled in an ECU or some other onboard vehicle computer of the egovehicle. In some embodiments, the lane change timing system is a newtype of ADAS that helps a driver of the ego vehicle to manually changelanes at an optimum time based on the behavior of nearby vehicles (i.e.,“perimeter vehicles”), the state of the driver's ego vehicle (e.g., itsspeed, acceleration, heading, etc.) and the preferences of the driver.

In some embodiments, the lane change timing system monitors for lanechange events which are indicated when the driver turns on the turningsignal system of the ego vehicle. When the turning signal system isturned on, the lane change timing system begins providing itsfunctionality by determining which direction the driver wants to go tochange lane based on whether the left or right turning signal system isturned on. The lane change timing system analyzes sensor data describingthe behavior of the perimeter vehicles, as well as the state of the egovehicle, to determine an optimum time for the driver to start changinglanes in the direction indicated by the turning signal system.

In some embodiments, the sensor data is received by the lane changetiming system in one or more of the following ways: (1) it is recordedby the onboard sensors of the ego vehicle; and (2) it is received viawireless V2X messages received from the perimeter vehicles or a RSU thatrelays a V2X message from a perimeter vehicle to the ego vehicles (e.g.,the ego vehicle is outside of the V2V transmission range of theperimeter vehicle but the RSU is not, and so, the RSU relays thewireless message from the perimeter vehicle to the ego vehicle assumingthe ego vehicle is or becomes within transmission range of the RSU).

In some embodiments, the V2X messages that provide the sensor datadescribing the behavior of the perimeter vehicles is ideally providedvia a Basic Safety Messages (“BSM” if singular or “BSMs” if plural) thatare transmitted in accordance with the DSRC protocol. However, inpractice the lane change timing system can utilize any form of V2Xcommunication.

In some embodiments, the lane change timing system generates andprovides visual feedback that informs the driver about the optimum timeto change lanes. The visual feedback is provided by one or more of thefollowing: a HUD; and an electronic display installed in the side mirrorof the ego vehicle. In some embodiments, the visual feedback includesone or more of the following types of information for the driver: (1) anoptimum time to being changing lanes to the lane indicated by theactivated turning signal system; and (2) a path that the driver shouldtake to affect the lane change. In some embodiments, the lane changetiming system also helps the driver to avoid a collision.

Although the embodiments of the lane change timing system are discussedhere in relation to lane changing, the functionality provided by thelane change timing system can be extended to other driving scenariossuch as merging according to other embodiments.

Existing solutions are now described. A first existing solution includesa lane change assistant that works by using two mid-range radar sensorsthat are concealed in the rear bumper. Whenever another vehicleapproaches at speed from behind or is already present in the blind spot,a signal such as a warning light in the side mirror alerts the driver tothe hazard. Should the driver still activate the turn signal with theintention of changing lanes, the system issues an additional acoustic orhaptic warning. However, the first existing solution only considers howto deliver warning signal when it is unsafe to change the lane such asacoustic and haptic warning. Accordingly, the first existing solution isinadequate to solve the problem solved by the embodiments of the lanechange timing system described herein because it does not provide thedriver with timing information that informs the driver about the optimumtime to change lanes; by comparison, the embodiments of the lane changetiming system described herein are operable to provide the driver withtiming information that informs the driver about the optimum time tochange lanes. The first existing solution also does not determine anoptimum time to change lanes; by comparison, the embodiments of the lanechange timing system described herein are operable to determine anoptimum time to change lanes. The first existing solution also does notdetermine a path that a driver should take in order to change lanes orprovide the driver with visual information that informs the driver ofthe path that they should take in order to change lanes; by comparison,the embodiments of the lane change timing system described herein areoperable to determine a path that a driver should take in order tochange lanes or provide the driver with visual information that informsthe driver of the path that they should take in order to change lanes.

A second existing solution is a Lane Change Aid (LCA) system where thedriver of a vehicle traveling along a highway is warned if any unsafelane change or merge maneuver is attempted, regardless of informationavailable through the vehicle's rearview mirror system. The secondexisting solution focuses on giving a warning signal to avoid thecollision from the oncoming vehicle. The second existing solution isinadequate to solve the problem solved by the embodiments of the lanechange timing system described herein because the second existingsolution does not provide the driver with timing information thatinforms the driver about the optimum time to change lanes. The secondexisting solution also does not determine an optimum time to changelanes. The second existing solution also does not determine a path thata driver should take in order to change lanes or provide the driver withvisual information that informs the driver of the path that they shouldtake in order to change lanes.

A third existing solution includes a lane change assist system thatworks when a difference between the host vehicle and other vehicles onan adjacent target lane is small. The third existing solution determinesa period of a lane change assist and sets a target speed range for thevehicle so that automatic lane change can be performed. The thirdexisting solution is limited to automated vehicles which are likelyLevel 3 or higher. By contrast, the lane change timing system describedherein operates in non-autonomous vehicles that are manually operated(i.e., a “manual vehicle”), or autonomous vehicles that are Level 3 orlower. Additionally, the third existing solution is inadequate to solvethe problem solved by the embodiments of the lane change timing systembecause: (1) it does not provide the driver with timing information thatinforms the driver about the optimum time to change lanes; and (2) itdoes not disclose functionality that would be necessary to operate witha manual vehicle where the emphasis is on informing a driver about howto best manage roadway scenarios. The third existing solution also doesnot calculate an optimum time to change lanes as done by our invention.This existing solution also does not determine a path that a drivershould take in order to change lanes or provide the driver with visualinformation that informs the driver of the path that they should take inorder to change lanes.

A fourth existing solution is referred to as “Auto Lane Change”technology. Auto Lane Change technology is unable to determine whether alane is safe or appropriate when a driver wants to change lanes becauseAuto Lane Change technology cannot detect oncoming traffic in a targetlane (i.e., a second lane which is entered when changing lanes from afirst lane to the second lane); by comparison, the embodiments of thelane change timing system described herein are operable to detectoncoming traffic in a target lane using V2X communication with otherperimeter vehicles or RSUs. Auto Lane Change technology also is not ableto determine whether it is safe or appropriate for a driver to changelanes; by comparison, the embodiments of the lane change timing systemdescribed herein are operable to determine whether it is safe orappropriate for a driver to change lanes. Auto Lane Change technology isalso not able to assist a driver to know whether it is safe andappropriate to change lanes; by comparison, the embodiments of the lanechange timing system described herein are operable to assist a driver toknow whether it is safe and appropriate to change lanes. Auto LaneChange technology also does not generate graphics which provide driverswith visual information indicating whether it is safe to change lanes;by comparison, the embodiments of the lane change timing systemdescribed herein are operable to provide drivers with visual informationindicating whether it is safe to change lanes.

Referring to FIG. 1A, depicted is an operating environment 100 for alane change timing system 199 according to some embodiments. Asdepicted, the operating environment 100 includes the following elements:an ego vehicle 123; a first perimeter vehicle 124; an Nth perimetervehicle 128 (where “N” is a positive whole number greater than one andindicates that the operating environment 100 include any positive wholenumber of infrastructure devices); and an infrastructure device 122.These elements are communicatively coupled to one another by a network105.

Although one ego vehicle 123, one infrastructure device 122, and onenetwork 105 are depicted in FIG. 1A, in practice the operatingenvironment 100 may include one or more ego vehicles 123, one or moreinfrastructure devices 122, and one or more networks 105. FIG. 1Adepicts N perimeter vehicles 124 . . . 128, but in practice theoperating environment 100 may include only the first perimeter vehicle124.

The ego vehicle 123, the first perimeter vehicle 124 and the Nthperimeter vehicle 128 are connected vehicles. For example, each of theego vehicle 123, the first perimeter vehicle 124 and the Nth perimetervehicle 128 include a communication unit 145A, 145B, 145N and aretherefore each a connected vehicle that is operable to send and receiveelectronic messages via the network 105.

The following devices provide similar functionality, include similarcomponents and are referred to collectively or individually as the“communication unit 145”: the communication unit 145A of the ego vehicle123; the communication unit 145B of the first perimeter vehicle 124; thecommunication unit 145C of the infrastructure device 122; and acommunication unit 145N of the Nth perimeter vehicle 128.

The following devices provide similar functionality, include similarcomponents, and are referred to collectively or individually as the “V2Xradio 146”: the V2X radio 146A of the ego vehicle 123; the V2X radio146B of the first perimeter vehicle 124; a V2X radio 146C of theinfrastructure device 122; and a V2X radio 146N of the Nth perimetervehicle 128.

The network 105 is a conventional type, wired or wireless, and may havenumerous different configurations including a star configuration, tokenring configuration, or other configurations. Furthermore, the network105 may include a local area network (LAN), a wide area network (WAN)(e.g., the Internet), or other interconnected data paths across whichmultiple devices and/or entities may communicate. In some embodiments,the network 105 may include a peer-to-peer network. The network 105 mayalso be coupled to or may include portions of a telecommunicationsnetwork for sending data in a variety of different communicationprotocols. In some embodiments, the network 105 includes Bluetooth®communication networks or a cellular communications network for sendingand receiving data including via short messaging service (SMS),multimedia messaging service (MMS), hypertext transfer protocol (HTTP),direct data connection, wireless application protocol (WAP), e-mail,DSRC, full-duplex wireless communication, mmWave, WiFi (infrastructuremode), WiFi (ad-hoc mode), visible light communication, TV white spacecommunication and satellite communication. The network 105 may alsoinclude a mobile data network that may include 3G, 4G, 5G, LTE, LTE-V2V,LTE-V2I, LTE-V2X, LTE-D2D, 5G-V2X, ITS-G5, ITS-Connect, VoLTE or anyother mobile data network or combination of mobile data networks.Further, the network 105 may include one or more IEEE 802.11 wirelessnetworks.

The following are endpoints of the network 105: the ego vehicle 123; thefirst perimeter vehicle 124; the infrastructure device 122; and the Nthperimeter vehicle 128. In some embodiments, the ego vehicle 123, thefirst perimeter vehicle 124 and the Nth perimeter vehicle 128 include aninstance of the lane change timing system 199. The ego vehicle 123, thefirst perimeter vehicle 124 and the Nth perimeter vehicle 128 may bereferred to collectively or individually as a “vehicular endpoint” orthe “vehicular endpoints.” In some embodiments, the vehicular endpointsmay relay V2X messages to one another using the infrastructure device122 or one another. For example, if the Nth perimeter vehicle 128 isoutside of V2V transmission range of the ego vehicle 123, then the Nthperimeter vehicle 128 relays a V2X message to the ego vehicle 123 viaone or more of the first perimeter vehicle 124 and the infrastructuredevice 122.

The ego vehicle 123 is any type of connected vehicle. For example, theego vehicle 123 is one of the following types of vehicles that includesa communication unit 145: a car; a truck; a sports utility vehicle; abus; a semi-truck; a robotic car; a drone or any other roadway-basedconveyance. In some embodiments, the ego vehicle 123 is a DSRC-equippedvehicle.

In some embodiments, the ego vehicle 123 is an autonomous vehicle or asemi-autonomous vehicle. For example, the ego vehicle 123 includes a setof Advanced Driver Assistance Systems 180 (a set of ADAS systems 180)which provide autonomous features to the ego vehicle 123 which aresufficient to render the ego vehicle 123 an autonomous vehicle. The setof ADAS systems 180 includes one or more ADAS systems.

The National Highway Traffic Safety Administration (“NHTSA”) has defineddifferent “levels” of autonomous vehicles, e.g., Level 0, Level 1, Level2, Level 3, Level 4, and Level 5. If an autonomous vehicle has ahigher-level number than another autonomous vehicle (e.g., Level 3 is ahigher-level number than Levels 2 or 1), then the autonomous vehiclewith a higher-level number offers a greater combination and quantity ofautonomous features relative to the vehicle with the lower level number.The different levels of autonomous vehicles are described briefly below.

Level 0: The set of ADAS systems 180 installed in a vehicle have novehicle control. The set of ADAS systems 180 may issue warnings to thedriver of the vehicle. A vehicle which is Level 0 is not an autonomousor semi-autonomous vehicle.

Level 1: The driver must be ready to take driving control of theautonomous vehicle at any time. The set of ADAS systems 180 installed inthe autonomous vehicle may provide autonomous features such as one ormore of the following: Adaptive Cruise Control (ACC); and ParkingAssistance with automated steering and Lane Keeping Assistance (LKA)Type II, in any combination.

Level 2: The driver is obliged to detect objects and events in theroadway environment and respond if the set of ADAS systems 180 installedin the autonomous vehicle fail to respond properly (based on thedriver's subjective judgement). The set of ADAS systems 180 installed inthe autonomous vehicle executes accelerating, braking, and steering. Theset of ADAS systems 180 installed in the autonomous vehicle candeactivate immediately upon takeover by the driver.

Level 3: Within known, limited environments (such as freeways), thedriver can safely turn their attention away from driving tasks but muststill be prepared to take control of the autonomous vehicle when needed.

Level 4: The set of ADAS systems 180 installed in the autonomous vehiclecan control the autonomous vehicle in all but a few environments such assevere weather. The driver must enable the automated system (which iscomprised of the set of ADAS systems 180 installed in the vehicle) onlywhen it is safe to do so. When the automated system is enabled, driverattention is not required for the autonomous vehicle to operate safelyand consistent with accepted norms.

Level 5: Other than setting the destination and starting the system, nohuman intervention is required. The automated system can drive to anylocation where it is legal to drive and make its own decision (which mayvary based on the jurisdiction where the vehicle is located).

A highly autonomous vehicle (HAV) is an autonomous vehicle that is Level3 or higher.

Accordingly, in some embodiments the ego vehicle 123 is one of thefollowing: a Level 1 autonomous vehicle; a Level 2 autonomous vehicle; aLevel 3 autonomous vehicle; a Level 4 autonomous vehicle; a Level 5autonomous vehicle; and an HAV.

The set of ADAS systems 180 includes one or more of the following ADASsystems: an ACC system; an adaptive high beam system; an adaptive lightcontrol system; an automatic parking system; an automotive night visionsystem; a blind spot monitor; a collision avoidance system; a crosswindstabilization system; a driver drowsiness detection system; a drivermonitoring system; an emergency driver assistance system; a forwardcollision warning system; an intersection assistance system; anintelligent speed adaption system; a lane departure warning system (alsoreferred to as a LKA system); a pedestrian protection system; a trafficsign recognition system; a turning assistant; a wrong-way drivingwarning system; autopilot; sign recognition; and sign assist. Each ofthese example ADAS systems provide their own features and functionalitythat may be referred to herein as an “ADAS feature” or an “ADASfunctionality,” respectively. The features and functionality provided bythese example ADAS systems are also referred to herein as an “autonomousfeature” or an “autonomous functionality,” respectively.

In some embodiments, the ego vehicle 123 includes the followingelements: the set of ADAS systems 180; an onboard unit 126; a processor125; a memory 127; a communication unit 145; a DSRC-compliant GPS unit150; a sensor set 184; an electronic display device 140; a turningsignal system 188; and a lane change timing system 199. These elementsof the ego vehicle 123 are communicatively coupled to one another via abus 120.

The set of ADAS systems 180 was described above, and so, thatdescription will not be repeated here.

In some embodiments, the processor 125 and the memory 127 may beelements of an onboard vehicle computer system. The onboard vehiclecomputer system may be operable to cause or control the operation of thelane change timing system 199 of the ego vehicle 123. The onboardvehicle computer system may be operable to access and execute the datastored on the memory 127 to provide the functionality described hereinfor the lane change timing system 199 of the ego vehicle 123 or itselements. The onboard vehicle computer system may be operable to executethe lane change timing system 199 which causes the onboard vehiclecomputer system to execute one or more steps of one or more of themethod 300 described below with reference to FIG. 3 and the method 800described below with reference to FIG. 8. The onboard vehicle computersystem may be operable to execute the lane change timing system 199which causes the onboard vehicle computer system to execute one or moresteps of the method 800 described below with reference to FIG. 8.

In some embodiments, the processor 125 and the memory 127 may beelements of the onboard unit 126. The onboard unit 126 includes an ECUor an onboard vehicle computer system that may be operable to cause orcontrol the operation of the lane change timing system 199. In someembodiments, the onboard unit 126 is operable to access and execute thedata stored on the memory 127 to provide the functionality describedherein for the lane change timing system 199 or its elements. Theonboard unit 126 may be operable to execute the lane change timingsystem 199 which causes the onboard unit 126 to execute one or moresteps of one or more of the method 300 described below with reference toFIG. 3 and the method 800 described below with reference to FIG. 8.

In some embodiments, the DSRC-compliant GPS unit 150 includes anyhardware and software necessary to make the ego vehicle 123 or theDSRC-compliant GPS unit 150 compliant with one or more of the followingDSRC standards, including any derivative or fork thereof: EN 12253:2004Dedicated Short-Range Communication—Physical layer using microwave at5.8 GHz (review); EN 12795:2002 Dedicated Short-Range Communication(DSRC)—DSRC Data link layer: Medium Access and Logical Link Control(review); EN 12834:2002 Dedicated Short-Range Communication—Applicationlayer (review); and EN 13372:2004 Dedicated Short-Range Communication(DSRC)—DSRC profiles for RTTT applications (review); EN ISO 14906:2004Electronic Fee Collection—Application interface.

In some embodiments, the DSRC-compliant GPS unit 150 is operable toprovide GPS data 192 describing the location of the ego vehicle 123 withlane-level accuracy. For example, the ego vehicle 123 is traveling in alane of a roadway. Lane-level accuracy means that the location of theego vehicle 123 is described by the GPS data 192 so accurately that theego vehicle's 123 lane of travel within the roadway may be accuratelydetermined based on the GPS data 192 for this ego vehicle 123 asprovided by the DSRC-compliant GPS unit 150. In some embodiments, theGPS data 192 is an element of the BSM data that is transmitted by thecommunication unit 145A as an element of a BSM.

In some embodiments, the DSRC-compliant GPS unit 150 includes hardwarethat wirelessly communicates with a GPS satellite to retrieve GPS data192. The GPS data 192 is digital data that describes the geographiclocation of the ego vehicle 123 with a precision that is compliant withthe DSRC standard. The DSRC standard requires that GPS data 192 beprecise enough to infer if two vehicles (one of which is, for example,the ego vehicle 123) are located in adjacent lanes of travel. In someembodiments, the DSRC-compliant GPS unit 150 is operable to identify,monitor and track its two-dimensional position within 1.5 meters of itsactual position 68% of the time under an open sky. Since driving lanesare typically no less than 3 meters wide, whenever the two-dimensionalerror of the GPS data 192 is less than 1.5 meters the lane change timingsystem 199 described herein may analyze the GPS data 192 provided by theDSRC-compliant GPS unit 150 and determine what lane the ego vehicle 123is traveling in based on the relative positions of two or more differentvehicles (one of which is, for example, the ego vehicle 123) travelingon the roadway at the same time.

By comparison to the DSRC-compliant GPS unit 150, a conventional GPSunit which is not compliant with the DSRC standard is unable todetermine the location of an ego vehicle 123 with lane-level accuracy.For example, a typical roadway lane is approximately 3 meters wide.However, a conventional GPS unit only has an accuracy of plus or minus10 meters relative to the actual location of the ego vehicle 123. As aresult, such conventional GPS units are not sufficiently accurate toidentify a lane of travel for an ego vehicle 123 based on GPS data 192alone; instead, systems having only conventional GPS units must utilizesensors such as cameras to identify the ego vehicle's 123 lane oftravel. Identifying a lane of travel of a vehicle is beneficial, forexample, because it helps the lane change timing system 199 to moreaccurately identify the ego vehicle's current lane of travel relative tothe lanes of travel of other vehicles in a target lane for a lane changeby the ego vehicle; this is beneficial because it helps the lane changetiming system 199 to avoid collisions with these other vehicles by theego vehicle 123 when changing lanes.

In some embodiments, the ego vehicle 123 may include a sensor set 184.The sensor set 184 includes one or more sensors that are operable tomeasure the physical environment outside of the ego vehicle 123. Forexample, the sensor set 184 may include one or more sensors that recordone or more physical characteristics of the physical environment that isproximate to the ego vehicle 123. The memory 127 may store sensor data191. The sensor data 191 is digital data that describes the one or morephysical characteristics recorded by the one or more sensors of thesensor set 184.

In some embodiments, the sensor data 191 includes the BSM data 197. Insome embodiments, the BSM data 197 is generated using some or all of thesensor measurements recorded by the sensor set 184 and described by thesensor data 191. Example embodiments of the BSM data 197 are depicted inFIGS. 4 and 5.

In some embodiments, the sensor set 184 includes any sensors which arenecessary to record the sensor data 191 which is included in the BSMdata 197 depicted in FIGS. 4 and 5. For example, the sensor set 184includes a speedometer, compass, the DSRC-compliant GPS unit 150,sensors which describe the operation of vehicle ADAS systems,accelerometers and any other sensors which are necessary to record theGPS data 192, heading data, velocity data, vehicle motion data, vehiclesize data, path history data and other elements of the BSM data 197 asdepicted in FIGS. 4 and 5. The heading data, velocity data, vehiclemotion data, vehicle size data and path history data are defined inFIGS. 4 and 5, and so, those descriptions will not be repeated here.

In some embodiments, if the sensor set 184 is present in a perimetervehicle (e.g., the first perimeter vehicle 124 and the Nth perimetervehicle 128), then the sensor set 184 records BSM data 197 thatdescribes one or more of the following for the perimeter vehicle: theGPS data 192; the heading data; the velocity data; the vehicle motiondata; the vehicle size data; the path history data; and other elementsof the BSM data 197 as depicted in FIGS. 4 and 5. If the sensor set 184is present in the ego vehicle 123, then the sensor set 184 recordssensor data 191 that describes one or more of the following for the egovehicle: the GPS data 192; the heading data; the velocity data; thevehicle motion data; the vehicle size data; the path history data; andother elements of the BSM data 197 as depicted in FIGS. 4 and 5.

In some embodiments, the sensor data 191 includes digital data thatdescribes measurements for the location, velocity, heading and pathhistory of one or more perimeter vehicles. In some embodiments, thesensor data 191 includes digital data that describes measurements forthe location, velocity, heading and path history of the ego vehicle. Insome embodiments, the sensor data 191 includes digital data thatdescribes measurements for the location, velocity, heading and pathhistory of the ego vehicle and one or more perimeter vehicles. In someembodiments, the location, velocity, heading and path historyinformation about the one or more perimeter vehicles is received via oneor more BSMs, and described by the BSM data 197, so that the sensor set184 does not need to record the sensor data 191 describing theinformation about the one or more perimeter vehicles. In someembodiments, the sensor set 184 records the sensor data 191 describingthe information about the one or more perimeter vehicles and uses thisinformation to verify the accuracy of the location, velocity, headingand path history information about the one or more perimeter vehiclesthat is received via one or more BSMs and described by the BSM data 197included in these one or more BSMs.

In some embodiments, the sensor set 184 includes any sensors which arenecessary to record the sensor data 191.

In some embodiments, the sensor set 184 of the ego vehicle 123 mayinclude one or more of the following vehicle sensors: a clock; a networktraffic sniffer; a camera; a LIDAR sensor; a radar sensor; a laseraltimeter; an infrared detector; a motion detector; a thermostat; asound detector, a carbon monoxide sensor; a carbon dioxide sensor; anoxygen sensor; a mass air flow sensor; an engine coolant temperaturesensor; a throttle position sensor; a crank shaft position sensor; anautomobile engine sensor; a valve timer; an air-fuel ratio meter; ablind spot meter; a curb feeler; a defect detector; a Hall effectsensor, a manifold absolute pressure sensor; a parking sensor; a radargun; a speedometer; a speed sensor; a tire-pressure monitoring sensor; atorque sensor; a transmission fluid temperature sensor; a turbine speedsensor (TSS); a variable reluctance sensor; a vehicle speed sensor(VSS); a water sensor; a wheel speed sensor; and any other type ofautomotive sensor. In some embodiments, the DSRC-compliant GPS unit 150is an element of the sensor set 184.

The communication unit 145 transmits and receives data to and from anetwork 105 or to another communication channel. In some embodiments,the communication unit 145 may include a DSRC transceiver, a DSRCreceiver and other hardware or software necessary to make the egovehicle 123 a DSRC-equipped device.

In some embodiments, the communication unit 145 includes a port fordirect physical connection to the network 105 or to anothercommunication channel. For example, the communication unit 145 includesa USB, SD, CAT-5, or similar port for wired communication with thenetwork 105. In some embodiments, the communication unit 145 includes awireless transceiver for exchanging data with the network 105 or othercommunication channels using one or more wireless communication methods,including: IEEE 802.11; IEEE 802.16, BLUETOOTH®; EN ISO 14906:2004Electronic Fee Collection—Application interface EN 11253:2004 DedicatedShort-Range Communication—Physical layer using microwave at 5.8 GHz(review); EN 12795:2002 Dedicated Short-Range Communication (DSRC)—DSRCData link layer: Medium Access and Logical Link Control (review); EN12834:2002 Dedicated Short-Range Communication—Application layer(review); EN 13372:2004 Dedicated Short-Range Communication (DSRC)—DSRCprofiles for RTTT applications (review); the communication methoddescribed in U.S. patent application Ser. No. 14/471,387 filed on Aug.28, 2014 and entitled “Full-Duplex Coordination System”; or anothersuitable wireless communication method.

In some embodiments, the communication unit 145 includes a full-duplexcoordination system as described in U.S. patent application Ser. No.14/471,387 filed on Aug. 28, 2014 and entitled “Full-Duplex CoordinationSystem,” the entirety of which is incorporated herein by reference.

In some embodiments, the communication unit 145 includes a cellularcommunications transceiver for sending and receiving data over acellular communications network including via short messaging service(SMS), multimedia messaging service (MMS), hypertext transfer protocol(HTTP), direct data connection, WAP, e-mail, or another suitable type ofelectronic communication. In some embodiments, the communication unit145 includes a wired port and a wireless transceiver. The communicationunit 145 also provides other conventional connections to the network 105for distribution of files or media objects using standard networkprotocols including TCP/IP, HTTP, HTTPS, and SMTP, millimeter wave,DSRC, etc.

In some embodiments, the communication unit 145 includes a V2X radio146A. The V2X radio 146A is a hardware unit that includes a transmitterand a receiver that is operable to send and receive wireless messagesvia any V2X protocol. For example, the V2X radio 146A includes anyhardware and software that is necessary to send and receive one or moreof the following types of V2X message: DSRC; LTE; millimeter wavecommunication; 3G; 4G; 5G; LTE-V2X; LTE-V2V; LTE-D2D; 5G-V2X; ITS-G5;ITS-Connect; VoLTE; and any derivative or fork of one or more of the V2Xcommunication protocols listed here.

In some embodiments, the V2X radio 146A is a multi-channel V2X radiothat includes a plurality of channels. In some embodiments, some of thechannels are operable to send and receive V2X messages via a first V2Xprotocol whereas some of the channels are operable to send and receiveV2X messages via an Nth V2X protocol.

In some embodiments, the V2X radio 146A is a DSRC radio. For example,the V2X radio 146A is operable to send and receive wireless messages viaDSRC. The V2X transmitter is operable to transmit and broadcast DSRCmessages over the 5.9 GHz band. The V2X receiver is operable to receiveDSRC messages over the 5.9 GHz band. The V2X radio includes sevenchannels (e.g., DSRC channel numbers 172, 174, 176, 178, 180, 182 and184) with at least one of these channels reserved for sending andreceiving BSMs (e.g., DSRC channel number 172 is reserved for BSMs). Insome embodiments, at least one of these channels is reserved for sendingand receiving Pedestrian Safety Messages (“PSM” if singular, or “PSMs”if plural) as described in U.S. patent application Ser. No. 15/796,296filed on Oct. 27, 2017 and entitled “PSM Message-based Device Discoveryfor a Vehicular Mesh Network,” the entirety of which is herebyincorporated by reference. In some embodiments, DSRC channel number 172is reserved for sending and receiving PSMs.

In some embodiments, the V2X radio 146A includes a non-transitory memorywhich stores digital data that controls the frequency for broadcastingBSMs. In some embodiments, the non-transitory memory stores a bufferedversion of the GPS data 192 for the ego vehicle 123 so that the GPS data192 for the ego vehicle 123 is broadcast as an element of the BSMs whichare regularly broadcast by the V2X radio 146A. BSMs may be broadcast bythe V2X radio 146A over various V2X protocols, and not just DSRC.

In some embodiments, the V2X radio 146A includes any hardware orsoftware which is necessary to make the ego vehicle 123 compliant withthe DSRC standards. In some embodiments, the DSRC-compliant GPS unit 150is an element of the V2X radio 146A.

In the depicted embodiment, the endpoints depicted in FIG. 1A include acommunication unit such as the communication unit 145A of the egovehicle 123 (e.g., the communication units 145B, 145C . . . 145N) andthese communication units are referred to collectively or individuallyas the “communication unit 145.” In the depicted embodiment, thecommunication units 145 include a V2X radio such as the V2X radio 146Aof the ego vehicle 123 (e.g., the V2X radios 146B, 146C . . . 146N) andthese V2X radios are referred to collectively or individually as the“V2X radio 146.”

The electronic display device 140 includes any type of electronicdisplay device including, for example, one or more of the following: aHUD of the ego vehicle 123; an electronic display installed in a sidemirror of the ego vehicle 123; an augmented reality (AR) display orviewing device of the ego vehicle 123; a head unit of the ego vehicle123; and a dash meter display of the ego vehicle 123. FIGS. 1B and 6depict examples of a suitable HUD according to some embodiments. FIG. 1Cdepicts an example of a suitable electronic display installed in a sidemirror of the ego vehicle 123. Another example of a suitable HUD and ARviewing device is described in U.S. patent application Ser. No.15/603,086 filed on May 23, 2017 and entitled “Providing Traffic MirrorContent to a Driver,” the entirety of which is hereby incorporated byreference. Yet another example of a suitable HUD and AR viewing deviceis described in U.S. patent application Ser. No. 15/591,100 filed on May9, 2017 and entitled “Augmented Reality for Vehicle Lane Guidance,” theentirety of which is hereby incorporated by reference.

The processor 125 includes an arithmetic logic unit, a microprocessor, ageneral-purpose controller, or some other processor array to performcomputations and provide electronic display signals to the electronicdisplay device 140. The processor 125 processes data signals and mayinclude various computing architectures including a complex instructionset computer (CISC) architecture, a reduced instruction set computer(RISC) architecture, or an architecture implementing a combination ofinstruction sets. The ego vehicle 123 may include one or more processors125. Other processors, operating systems, sensors, displays, andphysical configurations may be possible.

The turning signal system 188 is a conventional turning signal system ofa vehicle such as the ego vehicle 123. In some embodiments, the turningsignal system 188 includes a lever located inside the cabin of the egovehicle 123. The lever is configured to be moved up and down, whichcauses turning lights on the left or right posterior of the ego vehicle123 to flash (i.e., be “activated”) so long as the ego vehicle 123 ispresently operational (e.g., the ego vehicle's ignition was successfullyengaged [if powered by a combustion engine] or the ego vehicle's powerbutton is turned on [if powered by an all-electric drive train]). Thelever is electronically coupled to the turning lights, which aresometimes referred to as “turning signals” or “blinkers,” and operableto control the operation of the turning lights. In this way the lever isoperable to activate a turning light of the ego vehicle 123 ordeactivate a turning light of the ego vehicle 123.

In some embodiments, a turning light which is activated flashes, whereasa turning light that is not activated is not illumined.

In some embodiments, the lever is a three-position lever that includes atop position, a middle position, and a bottom position. The turningsignal system 188 includes two turning lights, one on the left side ofthe posterior of the ego vehicle 123 (i.e., the driver side of the egovehicle 123) and one on the right side of the posterior of the egovehicle 123 (i.e., the passenger side of the ego vehicle 123). Placingthe lever in the top position causes either the left or right turninglight to flash, whereas placing the lever in the bottom position causesthe remaining turning light to flash. Placing the lever in the middleposition results in neither the left nor the right turning lightflashing.

The memory 127 is a non-transitory memory that stores instructions ordata that may be accessed and executed by the processor 125. Theinstructions or data may include code for performing the techniquesdescribed herein. The memory 127 may be a dynamic random-access memory(DRAM) device, a static random-access memory (SRAM) device, flashmemory, or some other memory device. In some embodiments, the memory 127also includes a non-volatile memory or similar permanent storage deviceand media including a hard disk drive, a floppy disk drive, a CD-ROMdevice, a DVD-ROM device, a DVD-RAM device, a DVD-RW device, a flashmemory device, or some other mass storage device for storing informationon a more permanent basis. A portion of the memory 127 may be reservedfor use as a buffer or virtual random-access memory (virtual RAM). Theego vehicle 123 may include one or more memories 127.

The memory 127 of the ego vehicle 123 stores one or more of thefollowing types of digital data: the sensor data 191; the BSM data 197;timing data 189; graphical data 193; preference data 194; the GPS data192; and the path data 196.

The sensor data 191 and the BSM data 197 are described above and alsobelow with reference to FIGS. 4 and 5, and so, those descriptions willnot be repeated here. In some embodiments, the BSM data 197 may bereceived as a payload for a BSM that is received from the infrastructuredevice 122, the first perimeter vehicle 124 or the Nth perimeter vehicle128. For example, in some embodiments the BSM data 197 includes GPS data192 describing a geographical location of one or more of the firstperimeter vehicle 124 and the Nth perimeter vehicle 128. This BSM data197 may be relayed to the ego vehicle 123 from one or more of theendpoints of the network 105. In some embodiments, the GPS data 192included in the BSM data 197 describes the geographic location of one ormore of the first perimeter vehicle 124 and the Nth perimeter vehicle128 with lane-level accuracy. In some embodiments, the memory 127 of theego vehicle 123 stores a plurality of instances of BSM data 197 so thatthe memory 127 stores the sensor measurements for a plurality ofconnected vehicle that are within DSRC transmission range of the egovehicle 123. For example, each of the memory 127 of the ego vehicle 123includes a plurality of instances of BSM data 197 for the firstperimeter vehicle 124 . . . and the Nth perimeter vehicle 128 so thatthe memory 127 stores N instances of BSM data 197.

In some embodiments, the memory 127 stores DSRC data which is digitaldata received in a DSRC message or transmitted as a DSRC message. TheDSRC data describes any information that is included in the BSM data197. For example, a BSM message is a special type of DSRC message whichis transmitted at a regular interval (e.g., once every 0.10 seconds),but the content or payload of a DSRC message (i.e., the DSRC data) isthe same as that of a BSM message (i.e., the DSRC data for a DSRCmessage is the same as or similar to the BSM data for a BSM message).

In some embodiments, the memory 127 stores any of the data describedherein. In some embodiments, the memory 127 stores any data that isnecessary for the lane change timing system 199 to provide itsfunctionality.

The sensor data 191 is digital data that describes the sensormeasurements of the one or more sensors included in the sensor set 184.

The GPS data 192 is digital data that describes the geographic locationof the ego vehicle 123. In some embodiments, the GPS data 192 describesthe geographic location of the ego vehicle 123 with lane-level accuracy.

The timing data 189 is digital data that describes an optimum time tobegin changing lanes by the ego vehicle 123 from a current lane oftravel to the lane indicated by an activated turning light of theturning signal system 188 (either the lane to the left of the egovehicle 123 of the lane to the right of the ego vehicle 123). In someembodiments, the timing data 189 is digital data that describes anoptimum amount of time that a driver 103 of the ego vehicle 123 shouldwait before beginning to transfer from the current lane of travel to thetarget lane of travel which is indicated by the activated turning lightof the turning signal system 188. The driver 103 is a human operator ofthe ego vehicle 123.

In some embodiments, the timing data 189 describes timing semantics forexecuting a path for changing lanes from a current lane to a targetlane. For example, in some embodiments, the timing data 189 describesone or more of the following: (1) an optimum time to begin changinglanes by the ego vehicle 123 from a current lane of travel to the laneindicated by an activated turning light of the turning signal system188; and (2) an optimum time to complete changing lanes by the egovehicle from the current lane of travel to the lane indicated by theactivated turning light of the turning signal system 188. In someembodiments, whether the timing graphic displays the optimum time tobegin changing lanes or the optimum time to complete changing lanes isconfigurable by the driver of the ego vehicle 123.

In some embodiments, the lane change timing system 199 includes code androutines that are operable, when executed the processor 125 or theonboard unit 126, to cause the processor 125 or the onboard unit 126 toanalyze BSM data 197 describing the behavior of one or more perimetervehicles, as well as the state of the ego vehicle 123 as described bythe sensor data 191 collected by the sensor set 184 of the ego vehicle123, to determine timing data 189 describing an optimum time for thedriver 103 of the ego vehicle 123 to start changing lanes in thedirection indicated by the activated turning light of the turning signalsystem 188.

In some embodiments, the lane change timing system 199 includes code androutines that are operable to analyze the sensor data 191 included inone or more instances of BSM data 197 for two or more vehicles (e.g.,two or more of the ego vehicle 123, the first perimeter vehicle 124 . .. and the Nth perimeter vehicle 128) to determine the timing data 189.For example, the lane change timing system 199 considers one or more ofthe following to determine an optimum time for the driver 103 of the egovehicle 123 to start changing lanes in the direction indicated by theactivated turning light of the turning signal system 188: the relativepositions of the ego vehicle 123 and one or more perimeter vehicles; therelative velocities of the ego vehicle 123 and one or more perimetervehicles; the relative headings of the ego vehicle 123 and one or moreperimeter vehicles; and the relative path histories of the ego vehicle123 and the one or more perimeter vehicles.

The path data 196 is digital data describing a path that the driver 103of the ego vehicle 123 should take to complete the lane change indicatedby the activated turning light of the turning signal system 188. In someembodiments, the lane change timing system 199 includes code androutines that are operable, when executed the processor 125 or theonboard unit 126, to cause the processor 125 or the onboard unit 126 toanalyze BSM data 197 describing the behavior of one or more perimetervehicles, as well as the state of the ego vehicle 123 as described bythe sensor data 191 collected by the sensor set 184 of the ego vehicle123, to determine path data 196 describing the path that the driver 103of the ego vehicle 123 should take to complete the lane change indicatedby the activated turning light of the turning signal system 188.

In some embodiments, the lane change timing system 199 includes code androutines that are operable to analyze the sensor data 191 included inone or more instances of BSM data 197 for two or more vehicles (e.g.,two or more of the ego vehicle 123, the first perimeter vehicle 124 . .. and the Nth perimeter vehicle 128) to determine the path data 196. Forexample, the lane change timing system 199 considers one or more of thefollowing to determine the path that the driver 103 of the ego vehicle123 should take to complete the lane change indicated by the activatedturning light of the turning signal system 188: the relative positionsof the ego vehicle 123 and one or more perimeter vehicles; the relativevelocities of the ego vehicle 123 and one or more perimeter vehicles;the relative headings of the ego vehicle 123 and one or more perimetervehicles; and the relative path histories of the ego vehicle 123 and theone or more perimeter vehicles.

The graphical data 193 is digital that is operable to cause theelectronic display device 140 to display one or more graphics thatdescribe the optimum time described by the timing data 189 and the pathdescribed by the path data 196. An example of graphics generated basedon the graphical data 193 is depicted in FIGS. 1B and 1C according tosome embodiments.

The preference data 194 is digital data that describes a preference ofthe driver 103 for whether the graphics that describe the optimum timeand the path are displayed by a HUD or an electronic display of a sideview mirror of the ego vehicle 123.

In some embodiments, the lane change timing system 199 includes softwarethat is operable, when executed by the processor 125, to cause theprocessor 125 to execute one or more the steps of the method 300depicted in FIG. 3. In some embodiments, the lane change timing system199 includes software that is operable, when executed by the processor125, to cause the processor 125 to execute one or more the steps of themethod 800 depicted in FIG. 8.

In some embodiments, the lane change timing system 199 includes softwareinstalled in the onboard unit 126 of the ego vehicle 123 that isoperable, when executed by the onboard unit 126, to cause the onboardunit 126 to execute one or more of the following steps: monitoring for aturning light of the turning signal system 188 to be activated;detecting that a turning light has been activated; determining whetherthe left or right turning light is activated; analyzing one or more ofthe sensor data 191 and the BSM data 197 to determine (a) an optimumtime to begin changing lanes to the lane indicated by the activatedturning light [either the lane to the left of the ego vehicle 123 of thelane to the right of the ego vehicle 123]; and (b) a path that thedriver 103 should take to complete the lane change; generating graphicaldata 193 that is operable to cause the electronic display device 140 todisplay one or more graphics that depict the optimum time and the path;providing the graphical data 193 to the electronic display device 140;and causing the electronic display device 140 to display the one or moregraphics. In some embodiments, the graphics are displayed in accordancewith the preference data 194.

In some embodiments, the lane change timing system 199 is implementedusing hardware including a field-programmable gate array (“FPGA”) or anapplication-specific integrated circuit (“ASIC”). In some otherembodiments, the lane change timing system 199 is implemented using acombination of hardware and software.

The first perimeter vehicle 124 includes elements similar to the egovehicle 123, and so, those descriptions will not be repeated here. Forexample, the first perimeter vehicle 124 includes one or more of thefollowing elements: a lane change timing system 199; a sensor set 184; anon-transitory memory that stores BSM data 197 that includes the sensordata recorded by the sensor set 184; and a communication unit 145including a V2X radio 146. The lane change timing system 199 of thefirst perimeter vehicle 124 provides the same functionality as the lanechange timing system 199 of the ego vehicle 123, and so that descriptionwill not be repeated here. The communication unit 145 and the V2X radio146 of the first perimeter vehicle 124 provide the same functionality asthe communication unit 145 and the V2X radio 146 of the ego vehicle 123,and so, those descriptions will not be repeated here.

Although not depicted in FIG. 1A, in some embodiments the firstperimeter vehicle 124 includes one or more of the elements of the egovehicle 123. For example, the first perimeter vehicle 124 includes oneor more of the following: an onboard unit 126; a processor 125; a memory127; a set of ADAS systems 180; a DSRC-compliant GPS unit 150; and anelectronic display device 140.

The lane change timing system 199 of the first perimeter vehicle 124provides the same functionality to the first perimeter vehicle 124 asthe lane change timing system 199 of the ego vehicle 123 provides to theego vehicle 123.

As depicted in FIG. 1A, the first perimeter vehicle 124 includes adetection module 198. In some embodiments the detection module 198 issoftware installed in an onboard unit of the first perimeter vehicle 124that controls the operation of the sensor set 184 of the first perimetervehicle 124 to cause the sensor set 184 to generate sensor data (such asthe sensor data 191) and, from this sensor data, build instances of BSMdata 197. In some embodiments, the detection module 198 is an element ofthe V2X radio 146 of the first perimeter vehicle 124 (as well as the V2Xradios 146 of the other endpoints of the network 105). For example, theV2X radio 146 is a DSRC radio as this sensor data is routinelygenerated, and this BSM data 197 is routinely built using the sensordata, pursuant to the DSRC protocol. For this reason, the detectionmodule 198 is also present in the ego vehicle 123 and the Nth perimetervehicle 128 in some embodiments. In some embodiments, the detectionmodule 198 is an element of the lane change timing system 199.

The infrastructure device 122 includes a RSU or some otherprocessor-based computing device that includes a communication unit 145and a non-transitory memory that is operable to store digital data suchas the BSM data 197. In some embodiments, the infrastructure device 122is a DSRC-equipped device. The infrastructure device 122 is operable,for example, to receive V2X messages and relay these messages to otherconnected devices such as the ego vehicle 123, the first perimetervehicle 124 and the Nth perimeter vehicle 128. In this way, theinfrastructure device 122 may relay a V2X message to an endpoint thatwould otherwise be outside of transmission range of an endpoint thattransmitted the V2X message. In some embodiments, the infrastructuredevice 122 relays BSMs among the endpoints of the network 105.

The Nth perimeter vehicle 128 includes elements similar to the egovehicle 123 and the first perimeter vehicle 124, and so, thosedescriptions will not be repeated here. For example, the Nth perimetervehicle 128 includes one or more of the following elements: a lanechange timing system 199; a sensor set 184; a non-transitory memory thatstores BSM data 197 that includes the sensor data recorded by the sensorset 184; a communication unit 145 including a V2X radio 146; and adetection module 198. The lane change timing system 199 of the Nthperimeter vehicle 128 provides the same functionality as the lane changetiming system 199 of the ego vehicle 123, and so that description willnot be repeated here. The communication unit 145 and the V2X radio 146of the first perimeter vehicle 124 provide the same functionality as thecommunication unit 145 and the V2X radio 146 of the ego vehicle 123, andso, those descriptions will not be repeated here.

Although not depicted in FIG. 1A, in some embodiments the Nth perimetervehicle 128 includes one or more of the elements of the ego vehicle 123.For example, Nth first perimeter vehicle 128 includes one or more of thefollowing: an onboard unit 126; a processor 125; a memory 127; a set ofADAS systems 180; a DSRC-compliant GPS unit 150; and an electronicdisplay device 140.

The lane change timing system 199 of the first perimeter vehicle 124provides the same functionality to the Nth perimeter vehicle 128 as thelane change timing system 199 of the ego vehicle 123 provides to the egovehicle 123.

Referring now to FIG. 1B, depicted is a block diagram 101 illustratinggraphics provided by the lane change timing system on a HUD according tosome embodiments. In the depicted embodiment the electronic displaydevice 140 is a HUD. The electronic display device 140 depicts a pathgraphic 161 and a timing graphic 162. The path graphic 161 depicts thepath that the driver 103 of the ego vehicle 123 should take in order totravel into the adjacent lane which is on the driver side of the egovehicle 123. The timing graphic 162 indicates that the driver 103 of theego vehicle 123 should start to change lanes within the next threeseconds. Accordingly, if the driver 103 of the ego vehicle 123 waitsmore than three seconds from the point in time depicted in FIG. 1B, thenit will be too late for the driver 103 to safely change lanes asdesired.

In some embodiments, the path graphic 161 depicts a path that includesinstructions to move from a current lane to a target lane. In someembodiments, the instructions are graphical instructions.

In some embodiments, the timing graphic 162 is updated by the lanechange timing system 199 to count down the time remaining for the driver103 to safely change lanes (or complete the lane change). For example,one second after the moment in time depicted in FIG. 1B the timinggraphic 162 indicates that the driver has two seconds to change lanes(or some other predetermined time interval). In some embodiments, thelane change timing system 199 includes a voice interface that providesaudible feedback to a driver of the ego vehicle 123 (e.g., via anonboard speaker system of the ego vehicle 123) that counts down the timeremaining for the driver 103 to safely change lanes (or complete thelane change).

In some embodiments, one or more of the path graphic 161 and the timinggraphic 162 are depicted in green color so long as it is safe for thedriver 103 to change lanes but their color changes to red when it is nolonger safe for the driver 103 to change lanes. In some embodiments, thecolor of one or more of the path graphic 161 and the timing graphic 162is yellow when the driver has two or one seconds remaining to changelanes. In this example way, the driver 103 can understand the content ofthe timing graphic 162 using on their peripheral vision by perceivingthe color of the graphics according to some embodiments.

In some embodiments, the timing graphic 162 depicts one or more of thefollowing: (1) an optimum time to begin changing lanes by the egovehicle 123 from a current lane of travel to the lane indicated by anactivated turning light of the turning signal system 188; and (2) anoptimum time to complete changing lanes by the ego vehicle from thecurrent lane of travel to the lane indicated by the activated turninglight of the turning signal system 188.

Referring now to FIG. 1C, depicted is a block diagram 102 illustratinggraphics provided by the lane change timing system on an electronicdisplay of a side mirror according to some embodiments. In the depictedembodiment, the electronic display device 140 is an electronic displayof a side mirror of the ego vehicle 123. For example, the driver-sideside mirror of the ego vehicle 123 includes an embedded electronicdisplay device 140 as depicted in FIG. 1C. The electronic display device140 depicts a path graphic 163 and a timing graphic 164. The pathgraphic 163 depicts the path that the driver 103 of the ego vehicle 123should take in order to travel into the adjacent lane which is on thedriver side of the ego vehicle 123. The timing graphic 164 indicatesthat the driver 103 of the ego vehicle 123 should start to change laneswithin the next three seconds. Accordingly, if the driver 103 of the egovehicle 123 waits more than three seconds from the point in timedepicted in FIG. 1C, then it will be too late for the driver 103 tosafely change lanes as desired.

In some embodiments, the path graphic 163 depicts a path that includesinstructions to move from a current lane to a target lane. In someembodiments, the instructions are graphical instructions.

In some embodiments, the time depicted by the timing graphic 164 is moreor less than three seconds.

In some embodiments, the timing graphic 164 is updated by the lanechange timing system 199 to count down the time remaining for the driver103 to safely change lanes. For example, one second after the moment intime depicted in FIG. 1C the timing graphic 164 indicates that thedriver has two seconds to change lanes.

In some embodiments, one or more of the path graphic 163 and the timinggraphic 164 are depicted in green color so long as it is safe for thedriver 103 to change lanes but their color changes to red when it is nolonger safe for the driver 103 to change lanes. In some embodiments, thecolor of one or more of the path graphic 163 and the timing graphic 164is yellow when the driver has two or one seconds remaining to changelanes (or some other predetermined time interval).

Drivers sometimes struggle to know when it is safe to change lanes. Forexample, it can be hard to judge how fast perimeter vehicle aretraveling in the target lane, and whether it is safe to attempt tochange lanes. It can also be difficult for some drivers to discern apath to travel to complete the lane change. In some embodiments, thelane change timing indicator improves the performance of the ego vehicleby providing increased functionality to the ego vehicle that: determinesan optimum time to change lanes and a path to travel to complete thelane change; and displays graphical information that informs the driverof the optimum time and the path. In some embodiments, the electronicdisplays that display the graphical information are situated in the egovehicle so that they are in natural positions that a driver would lookto when they are attempting to change lanes. For example, it is naturalfor a driver to look in the corner of their front windshield or theirside view mirror when attempting to change lanes. In some embodiments,the lane change timing system is a new ADAS system that helps drivers tobetter judge when it is safe to change lanes. Our research indicatesthat the lane change timing system will help the driver and the egovehicle avoid collisions because the lane change timing system improvesthe performance of the ego vehicle by informing the driver of the egovehicle about the optimum time to change lanes and the path to travelwhen changing lanes.

In some embodiments, the timing graphic 164 depicts one or more of thefollowing: (1) an optimum time to begin changing lanes by the egovehicle 123 from a current lane of travel to the lane indicated by anactivated turning light of the turning signal system 188; and (2) anoptimum time to complete changing lanes by the ego vehicle from thecurrent lane of travel to the lane indicated by the activated turninglight of the turning signal system 188.

In some embodiments, the timing graphic describes different times forexecuting different portions of the path described by the path graphic.For example, the path includes multiple turns, and the timing graphicdescribes timing semantics for each of the turns of the path (e.g., thepath includes a left turn followed by a right turn as is done by thepath graphic 163, and the timing graphic 164 depicts a first optimumtime for executing the left turn and then, after the left turn isexecuted, a second optimum time for executing the right turn).

Referring now to FIG. 2, depicted is a block diagram illustrating anexample computer system 200 including the lane change timing system 199according to some embodiments. In some embodiments, the computer system200 may include a special-purpose computer system that is programmed toperform one or more steps of one or more of the method 300 describedbelow with reference to FIG. 3 and the method 800 described below withreference to FIG. 8.

In some embodiments, the computer system 200 is an onboard vehiclecomputer of a vehicle such as the ego vehicle 123, the first perimetervehicle 124 or the Nth perimeter vehicle 128. In some embodiments, thecomputer system 200 is an onboard unit of the ego vehicle 123, the firstperimeter vehicle 124 or the Nth perimeter vehicle 128. In someembodiments, the computer system 200 is an ECU, head unit or some otherprocessor-based computing device of the ego vehicle 123, the firstperimeter vehicle 124 or the Nth perimeter vehicle 128.

The computer system 200 includes one or more of the following elementsaccording to some examples: the lane change timing system 199; aprocessor 225; a communication unit 245; a memory 227; a DSRC-compliantGPS unit 250; a sensor set 284; a turning signal system 288; and anelectronic display device 240. The components of the computer system 200are communicatively coupled by a bus 220.

In the illustrated embodiment, the processor 125 is communicativelycoupled to the bus 220 via a signal line 238. The communication unit 245is communicatively coupled to the bus 220 via a signal line 226. Thememory 127 is communicatively coupled to the bus 220 via a signal line242. The sensor set 284 is communicatively coupled to the bus 220 via asignal line 244. The DSRC-compliant GPS unit 150 is communicativelycoupled to the bus 220 via a signal line 228. The sensor set 284 iscommunicatively coupled to the bus 220 via a signal line 244. Theturning signal system 288 is communicatively coupled to the bus 220 viaa signal line 247. The electronic display device 240 is communicativelycoupled to the bus 220 via a signal line 246.

The processor 225 provides similar functionality as the processor 125described above with reference to FIG. 1A, and so, that description willnot be repeated here. The communication unit 245 provides similarfunctionality as the communication unit 145 described above withreference to FIG. 1A, and so, that description will not be repeatedhere. The memory 227 provides similar functionality as the memory 127described above with reference to FIG. 1A, and so, that description willnot be repeated here. The sensor set 284 provides similar functionalityas the sensor set 184 described above with reference to FIG. 1A, and so,that description will not be repeated here. The DSRC-compliant GPS unit250 provides similar functionality as the DSRC-compliant GPS unit 150described above with reference to FIG. 1A, and so, that description willnot be repeated here. The electronic display device 240 provides similarfunctionality as the electronic display device 140 described above withreference to FIG. 1A, and so, that description will not be repeatedhere. The turning signal system 288 provides similar functionality asthe turning signal system 188 described above with reference to FIG. 1A,and so, that description will not be repeated here. The communicationunit 245 includes a detection module 298. The detection module 298provides similar functionality as the detection module 198 describedabove with reference to FIG. 1A, and so, that description will not berepeated here.

The memory 227 may store any of the data described above with referenceto FIG. 1A or below with reference to FIGS. 3-8. The memory 227 maystore any data necessary for the computer system 200 to provide itsfunctionality.

In the illustrated embodiment shown in FIG. 2, the lane change timingsystem 199 includes: a communication module 202; and a determinationmodule 204

The communication module 202 can be software including routines forhandling communications between the lane change timing system 199 andother components of the operating environment 100 of FIG. 1A.

In some embodiments, the communication module 202 can be a set ofinstructions executable by the processor 225 to provide thefunctionality described below for handling communications between thelane change timing system 199 and other components of the computersystem 200. In some embodiments, the communication module 202 can bestored in the memory 227 of the computer system 200 and can beaccessible and executable by the processor 225. The communication module202 may be adapted for cooperation and communication with the processor225 and other components of the computer system 200 via signal line 222.

The communication module 202 sends and receives data, via thecommunication unit 245, to and from one or more elements of theoperating environment 100. For example, the communication module 202receives or transmits, via the communication unit 245, some or all ofthe digital data stored on the memory 227. The communication module 202may send or receive any of the digital data or messages described abovewith reference to FIG. 1A, or below with reference to FIGS. 3-8, via thecommunication unit 245.

In some embodiments, the communication module 202 receives data fromcomponents of the lane change timing system 199 and stores the data inthe memory 227 (or a buffer or cache of the memory 227, or a standalonebuffer or cache which is not depicted in FIG. 2). For example, thecommunication module 202 receives the BSM data 197 from thecommunication unit 245 and stores the BSM data 197 in the memory 227.

In some embodiments, the communication module 202 may handlecommunications between components of the lane change timing system 199.

In some embodiments, the determination module 204 is software includingroutines for executing one or more steps of the method 300 describedbelow with reference to FIG. 3. In some embodiments, the determinationmodule 204 is software including routines for executing one or moresteps of the method 800 described below with reference to FIG. 8.

In some embodiments, the determination module 204 can be stored in thememory 227 of the computer system 200 and can be accessible andexecutable by the processor 225. The determination module 204 may beadapted for cooperation and communication with the processor 225 andother components of the computer system 200 via signal line 224.

Referring now to FIG. 3, depicted is a method 300 for providing lanechange timing assistance for a connected vehicle according to someembodiments. The steps of the method 300 are executable in any order,and not necessarily the order depicted in FIG. 3.

At step 301, preference data is received from a driver of the egovehicle.

At step 303, monitoring begins for whether a turning light of theturning signal system of the ego vehicle is activated.

At step 305, the sensor set is activated so that it measures for thesensor data and builds the BSM data. A BSM including the BSM data may begenerated and transmitted for reception by one or more perimetervehicles. In some embodiments, the BSM is broadcast. The BSM may betransmitted using any V2X protocol, including DSRC.

At step 307, the sensor data and the BSM data are stored in anon-transitory memory of the ego vehicle.

At step 309, a turning light of the ego vehicle is detected as beingactivated.

At step 310, a determination is made regarding whether the left or rightturning light is activated. In some embodiments, if the left turninglight is activated, then the driver wants to start traveling in the lanethat is to the left of the ego vehicle. If the right turning light isactivated, then the driver wants to start traveling in the lane that isto the right of the ego vehicle.

At step 311, one or more BSMs are received from one or more perimetervehicles. Each BSM includes the BSM data of the perimeter vehicle thattransmitted the BSM. The BSM data of these perimeter vehicles is storedin the non-transitory memory of the ego vehicle. In some embodiments, adata structure is built that organizes the BSM data of the perimetervehicles for subsequent use.

At step 312, the sensor data of the ego vehicle measured at step 305 andthe BSM data of the perimeter vehicles received at step 311 are analyzedto determine (1) timing data describing an optimum time to beginchanging lanes to the lane indicated by the activated turning light[either the lane to the left of the ego vehicle of the lane to the rightof the ego vehicle]; and (2) path data describing a path that the drivershould take to complete the lane change.

At step 314, graphical data is generated based on the timing data andthe path data. The graphical data is operable to cause the electronicdisplay device of the ego vehicle to display graphics that depict theoptimum time and the path.

At step 316, the graphical data is provided to the electronic displaydevice specified by the preference data.

At step 318, the electronic display device executes the graphical datato cause the electronic display device to display the graphics.

Referring now to FIG. 4, depicted is a block diagram illustrating anexample of the BSM data 197 according to some embodiments.

The regular interval for transmitting BSMs may be user configurable. Insome embodiments, a default setting for this interval may betransmitting the BSM every 0.10 seconds or substantially every 0.10seconds.

A BSM is broadcasted over the 5.9 GHz DSRC band. DSRC range may besubstantially 1,000 meters. In some embodiments, DSRC range may includea range of substantially 100 meters to substantially 1,000 meters. DSRCrange is generally 300 to 500 meters depending on variables such astopography and occlusions between DSRC-equipped endpoints. In someembodiments, one or more of the vehicles 123, 124 depicted in FIG. 1Aand the infrastructure device 122 depicted in FIG. 1A are DSRC-equippedendpoints.

Referring now to FIG. 5, depicted is a block diagram illustrating anexample of BSM data 197 according to some embodiments.

A BSM may include two parts. These two parts may include different BSMdata 197 as shown in FIG. 12.

Part 1 of the BSM data 197 may describe one or more of the following:the GPS data 192 of the vehicle; vehicle heading; vehicle speed; vehicleacceleration; vehicle steering wheel angle; and vehicle size.

Part 2 of the BSM data 197 may include a variable set of data elementsdrawn from a list of optional elements. Some of the BSM data 197included in Part 2 of the BSM are selected based on event triggers,e.g., anti-locking brake system (“ABS”) being activated may trigger BSMdata 197 relevant to the ABS system of the vehicle.

In some embodiments, some of the elements of Part 2 are transmitted lessfrequently in order to conserve bandwidth.

Referring now to FIG. 6, depicted is an example of a 3D-HUD 600according to some embodiments. In some embodiments, the electronicdisplay device 140 is a 3D-HUD 600.

The 3D-HUD 600 includes a projector 1001, a movable screen 1002, ascreen-driving unit 1003, an optical system (including lenses 1004,1006, reflector 1005, etc.). The projector 1001 may be any kind ofprojector such as a digital mirror device (DMD) project, a liquidcrystal projector. The projector 1001 projects an image (graphic) 1008on the movable screen 1002. The image 1008 may include a virtual object.For example, the image 1008 may be one or more of the path graphic 161and the timing graphic 162 which depicts the lines of a roadway so thatthe driver can view the roadway lines using the 3D-HUD 600 when theselines would otherwise be obscured.

The movable screen 1002 includes a transparent plate and so the light ofthe projected image transmits through the movable screen 1002 to beprojected on the windshield 1007 of a vehicle. The image projected onthe windshield 1007 is perceived by a driver 1010 as if it is a realobject (shown as 1011 a, 1011 b) that exists in the three-dimensionalspace of the real-world, as opposed to an object that is projected onthe windshield.

The 3D-HUD 600 is capable of controlling the direction of the imagerelative to the driver 1010 (in other words, the image position in thewindshield) by adjusting the projection position on the screen 1002.Further the screen 1002 is movable by the screen-driving unit 1003 inthe range between the positions 1003 a and 1003 b. Adjusting theposition of the screen 1002 can vary the depth (distance) of theprojected image from the driver 1010 in the real-world. In one example,the movable range of the screen 1002 (distance between positions 1003 aand 1003 b) may be 5 mm, which correspond to from 5 m away to infinityin the real-world. The use of the 3D-HUD 600 allows the driver 1010 toperceive the projected image exist in the real-world (three-dimensionalspace). For example, when an image is projected at the samethree-dimensional position (or substantially same depth at least) as areal object (such as a traffic light or brake lights of a vehicle), thedriver does not need to adjust eye focus in order to view the projectedimage, resulting in easy grasp of the projected image while looking atthe real object.

Referring now to FIG. 7, depicted is a block diagram illustrating anexample set 700 of use cases 702, 703, 704 of the lane change timingsystem 199 according to some embodiments.

In the first use case 702, a driver of an ego vehicle is traveling 5miles per hour (mph) and desires to enter an express lane located on thedriver side of the ego vehicle. The lane change timing system 199 eitheruses its onboard sensors to detect a perimeter vehicle traveling 60 mphin the express lane or receives a V2X message from the perimeter vehicleindicating this information about the perimeter vehicle. The lane changetiming system 199 determines a path and time for the driver of the egovehicle to make a maneuver into the express lane. The timing dataindicates the that optimally the driver must begin making the maneuverwithin the next two seconds. The lane change timing system 199 causes anelectronic display device to depict graphics 705 that describes theoptimum time and the path for the maneuver.

In the second use case 703, a driver of an ego vehicle is traveling 65mph and desires to enter an express lane located on the driver side ofthe ego vehicle. The lane change timing system 199 either uses itsonboard sensors to detect a perimeter vehicle traveling 60 mph in theexpress lane or receives a V2X message from the perimeter vehicleindicating this information about the perimeter vehicle. The lane changetiming system 199 determines a path and time for the driver of the egovehicle to make a maneuver into the express lane. The timing dataindicates the that optimally the driver can begin to enter the expresslane at any time (e.g., because the relative speed of the perimetervehicle and the ego vehicle). The lane change timing system 199 causesan electronic display device to depict graphics 706 that describes theoptimum time and the path for the maneuver.

In the third use case 704, a driver of an ego vehicle is traveling 60mph and desires to enter an express lane located on the driver side ofthe ego vehicle. The lane change timing system 199 either uses itsonboard sensors to detect a perimeter vehicle traveling 65 mph in theexpress lane or receives a V2X message from the perimeter vehicleindicating this information about the perimeter vehicle. The lane changetiming system 199 determines a path and time for the driver of the egovehicle to make a maneuver into the express lane. The timing dataindicates the that optimally the driver must begin making the maneuverwithin the next five seconds. The lane change timing system 199 causesan electronic display device to depict graphics 707 that describes theoptimum time and the path for the maneuver.

Referring now to FIG. 8, depicted is a method 800 for providing lanechange timing assistance for a connected vehicle according to someembodiments.

At step 801, a driver of an ego vehicle activates a lane change timingsystem of the ego vehicle. For example, the electronic display device ofthe ego vehicle depicts a selectable graphic that activates the lanechange timing system.

At step 803, the driver of the ego vehicle activates a turning light ofthe ego vehicle.

At step 805, information about a perimeter vehicle is received. Theinformation about the perimeter vehicle includes information whichdescribed above as being received as BSM data included in a BSM. Thisinformation about the perimeter vehicle can be measured by the sensorset of the ego vehicle or received in a V2X message (e.g., a BSM) whichoriginates from the perimeter vehicle. The information about theperimeter vehicle describes one or more of the following: a position ofthe perimeter vehicle; a velocity of the perimeter vehicle; a heading ofthe perimeter vehicle; a path history of the perimeter vehicle; and anyother information included in a BSM as depicted in FIGS. 4 and 5.

At step 806, the sensor set of the ego vehicle records information aboutthe ego vehicle such as that described above for the sensor data. Forexample, the sensor set of the ego vehicle records information about theego vehicle that describes one or more of the following: a position ofthe ego vehicle; a velocity of the ego vehicle; a heading of the egovehicle; a path history of the ego vehicle; and any other informationincluded in a BSM as depicted in FIGS. 4 and 5.

At step 807, the lane change timing system of the ego vehicle estimatesan optimum amount of time to begin a maneuver to change lanes asindicated by the activated turning light. The optimum time is describedby timing data. The optimum time is determined by the lane change timingsystem based on the information about the perimeter vehicle (which maybe referred to herein as “perimeter vehicle information”) andinformation about the ego vehicle (which may be referred to herein as“ego vehicle information”). For example, the optimum time is determinedby the lane change timing system based on one or more of the following:the relative positions of the ego vehicle and the perimeter vehicle; therelative velocities of the ego vehicle and the perimeter vehicle; therelative headings of the ego vehicle and the perimeter vehicle; and therelative path histories of the ego vehicle and the perimeter vehicle.

At step 809, a path for the lane change is estimated based on theperimeter vehicle information and the ego vehicle information. Forexample, the path is determined by the lane change timing system basedon one or more of the following: the relative positions of the egovehicle and the perimeter vehicle; the relative velocities of the egovehicle and the perimeter vehicle; the relative headings of the egovehicle and the perimeter vehicle; and the relative path histories ofthe ego vehicle and the perimeter vehicle. The path is described by thepath data.

At step 810, the timing information and the path information aredisplayed on an electronic display device which is indicated by apreference of the driver for displaying such information. The preferenceof the driver is described by the preference data.

In the above description, for purposes of explanation, numerous specificdetails are set forth in order to provide a thorough understanding ofthe specification. It will be apparent, however, to one skilled in theart that the disclosure can be practiced without these specific details.In some instances, structures and devices are shown in block diagramform in order to avoid obscuring the description. For example, thepresent embodiments can be described above primarily with reference touser interfaces and particular hardware. However, the presentembodiments can apply to any type of computer system that can receivedata and commands, and any peripheral devices providing services.

Reference in the specification to “some embodiments” or “some instances”means that a particular feature, structure, or characteristic describedin connection with the embodiments or instances can be included in atleast one embodiment of the description. The appearances of the phrase“in some embodiments” in various places in the specification are notnecessarily all referring to the same embodiments.

Some portions of the detailed descriptions that follow are presented interms of algorithms and symbolic representations of operations on databits within a computer memory. These algorithmic descriptions andrepresentations are the means used by those skilled in the dataprocessing arts to most effectively convey the substance of their workto others skilled in the art. An algorithm is here, and generally,conceived to be a self-consistent sequence of steps leading to a desiredresult. The steps are those requiring physical manipulations of physicalquantities. Usually, though not necessarily, these quantities take theform of electrical or magnetic signals capable of being stored,transferred, combined, compared, and otherwise manipulated. It hasproven convenient at times, principally for reasons of common usage, torefer to these signals as bits, values, elements, symbols, characters,terms, numbers, or the like.

It should be borne in mind, however, that all of these and similar termsare to be associated with the appropriate physical quantities and aremerely convenient labels applied to these quantities. Unlessspecifically stated otherwise as apparent from the following discussion,it is appreciated that throughout the description, discussions utilizingterms including “processing” or “computing” or “calculating” or“determining” or “displaying” or the like, refer to the action andprocesses of a computer system, or similar electronic computing device,that manipulates and transforms data represented as physical(electronic) quantities within the computer system's registers andmemories into other data similarly represented as physical quantitieswithin the computer system memories or registers or other suchinformation storage, transmission, or display devices.

The present embodiments of the specification can also relate to anapparatus for performing the operations herein. This apparatus may bespecially constructed for the required purposes, or it may include ageneral-purpose computer selectively activated or reconfigured by acomputer program stored in the computer. Such a computer program may bestored in a computer-readable storage medium, including, but is notlimited to, any type of disk including floppy disks, optical disks,CD-ROMs, and magnetic disks, read-only memories (ROMs), random accessmemories (RAMs), EPROMs, EEPROMs, magnetic or optical cards, flashmemories including USB keys with non-volatile memory, or any type ofmedia suitable for storing electronic instructions, each coupled to acomputer system bus.

The specification can take the form of some entirely hardwareembodiments, some entirely software embodiments or some embodimentscontaining both hardware and software elements. In some preferredembodiments, the specification is implemented in software, whichincludes, but is not limited to, firmware, resident software, microcode,etc.

Furthermore, the description can take the form of a computer programproduct accessible from a computer-usable or computer-readable mediumproviding program code for use by or in connection with a computer orany instruction execution system. For the purposes of this description,a computer-usable or computer-readable medium can be any apparatus thatcan contain, store, communicate, propagate, or transport the program foruse by or in connection with the instruction execution system,apparatus, or device.

A data processing system suitable for storing or executing program codewill include at least one processor coupled directly or indirectly tomemory elements through a system bus. The memory elements can includelocal memory employed during actual execution of the program code, bulkstorage, and cache memories which provide temporary storage of at leastsome program code in order to reduce the number of times code must beretrieved from bulk storage during execution.

Input/output or I/O devices (including, but not limited, to keyboards,displays, pointing devices, etc.) can be coupled to the system eitherdirectly or through intervening I/O controllers.

Network adapters may also be coupled to the system to enable the dataprocessing system to become coupled to other data processing systems orremote printers or storage devices through intervening private or publicnetworks. Modems, cable modem, and Ethernet cards are just a few of thecurrently available types of network adapters.

Finally, the algorithms and displays presented herein are not inherentlyrelated to any particular computer or other apparatus. Variousgeneral-purpose systems may be used with programs in accordance with theteachings herein, or it may prove convenient to construct morespecialized apparatus to perform the required method steps. The requiredstructure for a variety of these systems will appear from thedescription below. In addition, the specification is not described withreference to any particular programming language. It will be appreciatedthat a variety of programming languages may be used to implement theteachings of the specification as described herein.

The foregoing description of the embodiments of the specification hasbeen presented for the purposes of illustration and description. It isnot intended to be exhaustive or to limit the specification to theprecise form disclosed. Many modifications and variations are possiblein light of the above teaching. It is intended that the scope of thedisclosure be limited not by this detailed description, but rather bythe claims of this application. As will be understood by those familiarwith the art, the specification may be embodied in other specific formswithout departing from the spirit or essential characteristics thereof.Likewise, the particular naming and division of the modules, routines,features, attributes, methodologies, and other aspects are not mandatoryor significant, and the mechanisms that implement the specification orits features may have different names, divisions, or formats.Furthermore, as will be apparent to one of ordinary skill in therelevant art, the modules, routines, features, attributes,methodologies, and other aspects of the disclosure can be implemented assoftware, hardware, firmware, or any combination of the three. Also,wherever a component, an example of which is a module, of thespecification is implemented as software, the component can beimplemented as a standalone program, as part of a larger program, as aplurality of separate programs, as a statically or dynamically linkedlibrary, as a kernel-loadable module, as a device driver, or in everyand any other way known now or in the future to those of ordinary skillin the art of computer programming. Additionally, the disclosure is inno way limited to embodiment in any specific programming language, orfor any specific operating system or environment. Accordingly, thedisclosure is intended to be illustrative, but not limiting, of thescope of the specification, which is set forth in the following claims.

What is claimed is:
 1. A method comprising: receiving, from a perimetervehicle, a basic safety message (BSM) that describes a heading of theperimeter vehicle and a path history of the perimeter vehicle;determining, with an electronic control unit of an ego vehicle, a timeand a path for the ego vehicle to change lanes based on the heading ofthe perimeter vehicle from the BSM, the path history of the perimetervehicle from the BSM, and sensor data of the ego vehicle; anddisplaying, on an electronic display device of the ego vehicle, one ormore graphics that depict the time and the path.
 2. The method of claim1, further comprising: detecting that a turning light was activated; andresponsive to detecting that the turning light was activated,determining that the ego vehicle is going to move from a current lane toa target lane that is left of the ego vehicle; wherein determining thetime and the path for the ego vehicle to change lanes is based ondetermining that the ego vehicle is going to move from the current laneto the target lane that is left of the ego vehicle.
 3. The method ofclaim 1, wherein the time and the path are determined based on egovehicle information that describes the ego vehicle and perimeter vehicleinformation that describes the perimeter vehicle.
 4. The method of claim3, wherein the path includes instructions to move from a current lane toa target lane and the perimeter vehicle is traveling in the target lane.5. The method of claim 3, wherein the time and the path are determinedbased on one or more of the following: relative locations of the egovehicle and the perimeter vehicle; relative velocities of the egovehicle and the perimeter vehicle; relative headings of the ego vehicle;and relative path histories of the ego vehicle and the perimetervehicle.
 6. The method of claim 1, wherein the electronic display deviceis selected from a group that includes: an electronic display installedin a side mirror of the ego vehicle; a heads-up display unit installedin a windshield of the ego vehicle; and a three-dimensional heads-updisplay unit installed in the windshield of the ego vehicle.
 7. Themethod of claim 1, wherein the method is triggered by an activation of aturning signal of the ego vehicle.
 8. The method of claim 1, wherein theelectronic display device is installed in a side mirror of the egovehicle and the one or more graphics displaying the time to change lanesis a time to begin a maneuver to change lanes.
 9. A system to help adriver of an ego vehicle avoid a collision, the system comprising: anelectronic display device; a non-transitory memory; a processorcommunicatively coupled to the electronic display device and thenon-transitory memory, wherein the non-transitory memory stores computercode that is operable, when executed by the processor, to cause theprocessor to: receive, from a perimeter vehicle, a basic safety message(BSM) that describes a heading of the perimeter vehicle and a pathhistory of the perimeter vehicle; determine, by the processor, a timeand a path for an ego vehicle to change lanes based on the heading ofthe perimeter vehicle from the BSM, the path history of the perimetervehicle from the BSM, and sensor data of the ego vehicle; and display,on the electronic display device, one or more graphics that depict thetime and the path.
 10. The system of claim 9, wherein the computer codeis further operable, when executed by the processor, to: detect that aturning light was activated; and responsive to detecting that theturning light was activated, determine that the ego vehicle is going tomove from a current lane to a target lane that is left of the egovehicle; wherein determining the time and the path for the ego vehicleto change lanes is based on determining that the ego vehicle is going tomove from the current lane to the target lane that is left of the egovehicle.
 11. The system of claim 9, wherein the path includesinstructions to move from a current lane to a target lane and theperimeter vehicle is traveling in the target lane.
 12. The system ofclaim 10, wherein the time and the path are determined based on one ormore of the following: relative locations of the ego vehicle and theperimeter vehicle; relative velocities of the ego vehicle and theperimeter vehicle; relative headings of the ego vehicle; and relativepath histories of the ego vehicle and the perimeter vehicle.
 13. Thesystem of claim 9, wherein the electronic display device is selectedfrom a group that includes: an electronic display installed in a sidemirror of the ego vehicle; a heads-up display unit installed in awindshield of the ego vehicle; and a three-dimensional heads-up displayunit installed in the windshield of the ego vehicle.
 14. The system ofclaim 9, wherein the electronic display device is installed in a sidemirror of the ego vehicle and the time to change lanes is a time tobegin a maneuver to change lanes.
 15. A computer program product of anego vehicle comprising instructions that, when executed by an electroniccontrol unit of an ego vehicle, cause the electronic control unit toperform operations comprising: receiving, from a perimeter vehicle, abasic safety message (BSM) that describes a heading of the perimetervehicle and a path history of the perimeter vehicle; determining a timeand a path for an ego vehicle to change lanes based on the heading ofthe perimeter vehicle from the BSM, the path history of the perimetervehicle from the BSM, and sensor data of the ego vehicle; anddisplaying, on an electronic display device of the ego vehicle, one ormore graphics that depict the time and the path.
 16. The computerprogram product of claim 15, wherein the operations further comprise:detecting that a turning light was activated; and responsive todetecting that the turning light was activated, determining that the egovehicle is going to move from a current lane to a target lane that isleft of the ego vehicle; wherein determining the time and the path forthe ego vehicle to change lanes is based on determining that the egovehicle is going to move from the current lane to the target lane thatis left of the ego vehicle.
 17. The computer program product of claim16, wherein the path includes instructions to move from a current laneto a target lane and the perimeter vehicle is traveling in the targetlane.
 18. The computer program product of claim 16, wherein the time andthe path are determined based on one or more of the following: relativelocations of the ego vehicle and the perimeter vehicle; relativevelocities of the ego vehicle and the perimeter vehicle; relativeheadings of the ego vehicle; and relative path histories of the egovehicle and the perimeter vehicle.
 19. The computer program product ofclaim 15, wherein the electronic display device is selected from a groupthat includes: an electronic display installed in a side mirror of theego vehicle; a heads-up display unit installed in a windshield of theego vehicle; and a three-dimensional heads-up display unit installed inthe windshield of the ego vehicle.
 20. The computer program product ofclaim 15, wherein the electronic display device is installed in a sidemirror of the ego vehicle and the time to change lanes is a time tobegin a maneuver to change lanes.